EP3273023A1 - Abgasreinigungssystem - Google Patents

Abgasreinigungssystem Download PDF

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Publication number
EP3273023A1
EP3273023A1 EP16765079.5A EP16765079A EP3273023A1 EP 3273023 A1 EP3273023 A1 EP 3273023A1 EP 16765079 A EP16765079 A EP 16765079A EP 3273023 A1 EP3273023 A1 EP 3273023A1
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EP
European Patent Office
Prior art keywords
nox
occlusion
exhaust
threshold value
reduction
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP16765079.5A
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English (en)
French (fr)
Other versions
EP3273023B1 (de
EP3273023A4 (de
Inventor
Teruo Nakada
Takayuki Sakamoto
Daiji Nagaoka
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
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Publication date
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Publication of EP3273023A1 publication Critical patent/EP3273023A1/de
Publication of EP3273023A4 publication Critical patent/EP3273023A4/de
Application granted granted Critical
Publication of EP3273023B1 publication Critical patent/EP3273023B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9404—Removing only nitrogen compounds
    • B01D53/9409—Nitrogen oxides
    • B01D53/9413—Processes characterised by a specific catalyst
    • B01D53/9422—Processes characterised by a specific catalyst for removing nitrogen oxides by NOx storage or reduction by cyclic switching between lean and rich exhaust gases (LNT, NSC, NSR)
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/944—Simultaneously removing carbon monoxide, hydrocarbons or carbon making use of oxidation catalysts
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    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
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    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
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    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
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    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
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    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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    • F02D41/405—Multiple injections with post injections
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    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2448—Prohibition of learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3005—Details not otherwise provided for
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust purification system.
  • a NOx-occlusion-reduction-type catalyst as a catalyst for reducing and purifying a nitrogen compound (NOx) in exhaust emitted from an internal combustion engine.
  • NOx nitrogen compound
  • the NOx-occlusion-reduction-type catalyst occludes NOx contained in the exhaust, and when the exhaust is in a rich atmosphere, the NOx-occlusion-reduction-type catalyst detoxifies and releases the occluded NOx with hydrocarbon contained in the exhaust by reduction and purification.
  • start conditions of the NOx purge include a condition that a predetermined amount or larger of NOx is included in the NOx-occlusion-reduction-type catalyst.
  • a conversion efficiency of NOx in the NOx-occlusion-reduction-type catalyst is high when a catalyst temperature is in an activation temperature range and is lowered when the catalyst temperature is lower than the activation temperature range.
  • the catalyst temperature is also included in the start conditions of the NOx purge. That is, it is general not to perform the NOx purge when the catalyst temperature is lower than a temperature threshold value.
  • An object of an exhaust purification system of the disclosure is to reliably reduce and purify NOx occluded in a NOx-occlusion-reduction-type catalyst.
  • An exhaust purification system of the disclosure includes: a NOx-occlusion-reduction-type catalyst that is provided in an exhaust passage of an internal combustion engine and occludes NOx in exhaust when the exhaust is in a lean state and reduces and purifies the occluded NOx when the exhaust is in a rich state; first NOx purge control means for executing NOx purge of reducing and purifying NOx occluded in the NOx-occlusion-reduction-type catalyst by putting the exhaust by into the rich state by fuel injection control of at least one of post injection and exhaust pipe injection, in a case where a catalyst temperature of the NOx-occlusion-reduction-type catalyst is equal to or higher than a catalyst temperature threshold value and a NOx occlusion amount in the NOx-occlusion-reduction-type catalyst is equal to or greater than an occlusion amount threshold value, and second NOx purge control means for executing the NOx purge even when the catalyst temperature is lower than a catalyst temperature threshold value, in a case where
  • an exhaust purification system of the disclosure includes: a NOx-occlusion-reduction-type catalyst that is provided in an exhaust passage of an internal combustion engine and occludes NOx in exhaust when the exhaust is in a lean state and reduces and purifies the occluded NOx when the exhaust is in a rich state, and a control unit that executes NOx purge of reducing and purifying NOx occluded in the NOx-occlusion-reduction-type catalyst by putting the exhaust into the rich state by fuel injection control of at least one of post injection and exhaust pipe injection, wherein the control unit is operated to execute: first NOx purge control processing of executing the NOx purge in a case where a catalyst temperature of the NOx-occlusion-reduction-type catalyst is equal to or higher than a catalyst temperature threshold value and a NOx occlusion amount in the NOx-occlusion-reduction-type catalyst is equal to or greater than an occlusion amount threshold value, and second NOx purge control processing of executing the NOx
  • the exhaust purification system of the disclosure it is possible to reliably reduce and purify NOx occluded in the NOx-occlusion-reduction-type catalyst.
  • each cylinder of a Diesel engine (hereinafter, simply referred to as 'engine') 10, which is an example of the internal combustion engine, is provided with an injector 11 configured to directly inject high-pressure fuel accumulated to a common rail (not shown) into each cylinder.
  • a fuel injection amount and a fuel injection timing of each injector 11 are controlled in correspondence to instruction signals that are input from an electronic control unit (hereinafter, referred to as 'ECU (Exhaust Gas Recirculation)') 50.
  • 'ECU exhaust Gas Recirculation
  • An intake manifold 10A of the engine 10 is connected with an intake passage 12 for introducing therein fresh air, and an exhaust manifold 10B is connected with an exhaust passage 13 for discharging an exhaust to an outside.
  • the intake passage 12 is provided with an air cleaner 14, an intake air amount sensor (hereinafter, referred to as 'MAF (Mass Air Flow) sensor') 40, a compressor 20A of a variable capacity-type supercharger 20, an intercooler 15, an intake air throttle valve 16 and the like, in corresponding order from an intake upstream side.
  • the exhaust passage 13 is provided with a turbine 20B of the variable capacity-type supercharger 20, an exhaust after-treatment device 30 and the like, in corresponding order from an exhaust upstream side.
  • a reference numeral 41 indicates an engine rotation number sensor
  • a reference numeral 42 indicates an accelerator opening degree sensor
  • a reference numeral 46 indicates a boost pressure sensor.
  • An EGR device 21 includes an EGR passage 22 configured to connect the exhaust manifold 10B and the intake manifold 10A each other, an EGR cooler 23 configured to cool an EGR gas, and an EGR valve 24 configured to regulate an EGR amount.
  • the exhaust after-treatment device 30 includes an oxidation catalyst 31, a NOx-occlusion-reduction-type catalyst 32 and a particulate filter (hereinafter, simply referred to as 'filter') 33, which are arranged in a case 30A in corresponding order from the exhaust upstream side. Also, the exhaust passage 13 positioned further upstream than the oxidation catalyst 31 is provided with an exhaust pipe injection device 34 configured to inject unburnt fuel (mainly, hydrocarbon (HC)) into the exhaust passage 13, in response to an instruction signal input from the ECU 50.
  • unburnt fuel mainly, hydrocarbon (HC)
  • the oxidation catalyst 31 is formed by carrying an oxidation catalyst component on a surface of a ceramic carrier such as a honeycomb structure, for example.
  • a ceramic carrier such as a honeycomb structure, for example.
  • the NOx-occlusion-reduction-type catalyst 32 is formed by carrying alkali metal or the like on a surface of a ceramic carrier such as a honeycomb structure, for example.
  • the NOx-occlusion-reduction-type catalyst 32 occludes NOx in the exhaust when an exhaust air-fuel ratio is in a lean state, and reduces and purifies the occluded NOx with a reducing agent (HC or the like) included in the exhaust when the exhaust air-fuel ratio is in a rich state.
  • a reducing agent HC or the like
  • the filter 33 is formed by arranging a plurality of cells, which are divided by porous partition walls, along a flowing direction of the exhaust and alternately plugging upstream and downstream sides of the cells, for example.
  • the filter 33 is configured to trap particulate matters (PM) in the exhaust in fine holes or surfaces of the partition walls, and when an estimated PM accumulation amount reaches a predetermined amount, so-called filter forced regeneration of combusting and removing the accumulated PM is executed.
  • the filter forced regeneration is performed by supplying the unburnt fuel to the upstream oxidation catalyst 31 by the exhaust pipe injection or the post injection and increasing a temperature of the exhaust to be introduced into the filter 33 to a PM combustion temperature.
  • a first exhaust temperature sensor 43 is provided further upstream than the oxidation catalyst 31 and is configured to detect a temperature of the exhaust to be introduced into the oxidation catalyst 31.
  • a second exhaust temperature sensor 44 is provided between the NOx-occlusion-reduction-type catalyst 32 and the filter 33 and is configured to detect a temperature of the exhaust to be introduced into the filter 33.
  • a NOx/lambda sensor 45 is provided further downstream than the filter 33, and is configured to detect a NOx value and a lambda value (hereinafter, referred to as 'air excess ratio') of the exhaust having passed through the NOx-occlusion-reduction-type catalyst 32.
  • the ECU 50 is configured to perform a variety of controls of the engine 10 and the like and includes a CPU, a ROM, a RAM, an input port, an output port and the like, which are well known. In order to perform the diverse controls, the ECU 50 is input with sensor values of the sensors 40 to 46. Also, the ECU 50 has, as some functional elements, a NOx purge control unit 100, an MAF follow-up control unit 200, an injection amount learning correction unit 300 and an MAF correction coefficient calculation unit 400. The functional elements are included in the ECU 50, which is the integral hardware. However, some of the functional elements may be provided in separate hardware.
  • the NOx purge control unit 100 is configured to execute NOx purge control of putting the exhaust in a rich state and detoxifying and releasing NOx, which is occluded in the NOx-occlusion-reduction-type catalyst 32, by reduction and purification, thereby recovering a NOx occlusion capacity of the NOx-occlusion-reduction-type catalyst 32.
  • the NOx purge control unit 100 has, as some functional elements, a NOx purge start processing unit 110, a NOx purge prohibition processing unit 120, a NOx purge lean control unit 130 and a NOx purge rich control unit 140.
  • the NOx purge rich control unit 140 configures the first NOx purge control means of the present invention and the second NOx purge control means of the present invention. For example, during a time period for which NOx purge rich control is executed at a second start condition shown in FIG. 8 , the NOx purge rich control unit 140 configures the first NOx purge control means of the present invention.
  • the NOx purge rich control unit 140 configures the second NOx purge control means of the present invention.
  • the respective functional elements are described in detail.
  • FIG. 4 is a block diagram depicting start processing that is executed by the NOx purge start processing unit 110.
  • the NOx purge start processing unit 110 has, as some functional elements, a NOx purge start determination unit 111, a timer 112, a NOx occlusion amount estimation unit 113, an occlusion amount threshold value map 114, a catalyst temperature estimation unit 115, an occlusion amount threshold value correction unit 116, a conversion efficiency calculation unit 117, an interval target value map 118, an interval target value correction unit 119 and a deterioration degree estimation unit 120.
  • the start conditions that are determined by the NOx purge start determination unit 111 include (1) a first start condition that an operation signal is input from a forced rich switch (not shown), (2) a second start condition that an estimated NOx occlusion amount value of the NOx-occlusion-reduction-type catalyst 32 increases to a value equal to or greater than a predetermined occlusion amount threshold value (first occlusion amount threshold value), (3) a third start condition that a NOx conversion efficiency of the NOx-occlusion-reduction-type catalyst 32 is lowered to a value equal to or smaller than a predetermined conversion efficiency threshold value, (4) a fourth start condition that the estimated NOx occlusion amount value is equal to or smaller than a predetermined occlusion amount threshold value (second occlusion amount threshold value) smaller than the occlusion amount threshold value of the second start condition and a temperature of the NOx-occlusion-reduction-type catalyst 32 is in a temperature range particularly suitable for reduction and purification of NOx, (5) a fifth start
  • An estimated NOx occlusion amount value m _NOx that is used for determination of the second start condition is estimated by the NOx occlusion amount estimation unit 113.
  • the estimated NOx occlusion amount value m _NOx may be calculated based on a map, a model equation and the like including, as input signals, an operating state of the engine 10, a sensor value of the NOx/lambda sensor 45 and the like, for example.
  • a NOx occlusion amount threshold value STR _thr_NOx is set based on the occlusion amount threshold value map 114 that is referred to based on an estimated catalyst temperature Temp _LNT of the NOx-occlusion-reduction-type catalyst 32.
  • the estimated catalyst temperature Temp _LNT is estimated by the catalyst temperature estimation unit 115.
  • the estimated catalyst temperature Temp _LNT may be estimated based on an entry temperature of the oxidation catalyst 31, which is detected by the first exhaust temperature sensor 43, HC/CO heat generation amounts in the oxidation catalyst 31 and the NOx-occlusion-reduction-type catalyst 32, and the like, for example.
  • the NOx occlusion amount threshold value STR _thr_NOx set based on the occlusion amount threshold value map 114 is corrected by the occlusion amount threshold value correction unit 116.
  • the occlusion amount threshold value correction unit 116 performs the correction by multiplying the NOx occlusion amount threshold value STR _thr_NOx by a deterioration correction coefficient (deterioration degree) obtained by the deterioration degree estimation unit 120.
  • the deterioration correction coefficient is obtained based on decrease in HC/CO heat generation amount in the NOx-occlusion-reduction-type catalyst 32, a thermal hysteresis of the NOx-occlusion-reduction-type catalyst 32, decrease in NOx conversion efficiency of the NOx-occlusion-reduction-type catalyst 32, a traveling distance of a vehicle, and the like.
  • a NOx conversion efficiency NOx _pur% that is used for determination of the third start condition is calculated by the conversion efficiency calculation unit 117.
  • the NOx conversion efficiency NOx _pur% is obtained by dividing a NOx amount of a catalyst downstream-side, which is detected by the NOx/lambda sensor 45, by a NOx emission amount of a catalyst upstream-side, which is estimated from an operating state of the engine 10 and the like, for example.
  • An estimated NOx occlusion amount value m _NOx that is used for determination of the fourth start condition or the seventh start condition is estimated by the NOx occlusion amount estimation unit 113, and an estimated catalyst temperature Temp _LNT of the NOx-occlusion-reduction-type catalyst 32 is estimated by the catalyst temperature estimation unit 115.
  • a rotation number of the engine 10 and a load of the engine 10 that are used for determination of the fifth start condition or the sixth start condition are acquired based on detection signals input from the engine rotation number sensor 41 and the accelerator opening degree sensor 42.
  • An interval target value Int _tgr that is used for determination of each start condition is set based on the interval target value map 118 that is referred to based on an engine rotation number Ne and an engine opening degree Q.
  • the interval target value Int _tgr is corrected by the interval target value correction unit 119.
  • the interval target value correction unit 119 is configured to execute shortening correction of shortening the interval target value as a deterioration degree of the NOx-occlusion-reduction-type catalyst 32 increases.
  • the shortening correction is performed by multiplying the NOx occlusion amount threshold value STR _thr_NOx by a deterioration correction coefficient (deterioration degree) obtained by the deterioration degree estimation unit 120.
  • an interval elapsed time from an end of previous NOx purge control
  • FIG. 5 is a block diagram depicting prohibition processing that is executed by the NOx purge prohibition processing unit 120.
  • the prohibition conditions that are determined by the NOx purge prohibition processing unit 120 include (1) a first prohibition condition that the engine rotation number Ne is greater than a predetermined upper limit rotation number threshold value Ne _max , (2) a second prohibition condition that the engine rotation number Ne is smaller than a predetermined lower limit rotation number threshold value Ne _min , (3) a third prohibition condition that a fuel injection amount Q fnl_corrd (post injection is excluded) of the in-cylinder injector 11 is greater than a predetermined upper limit injection amount threshold value Q _max , (4) a fourth prohibition condition that the fuel injection amount Q fnl_corrd (post injection is excluded) of the in-cylinder injector 11 is smaller than a predetermined lower limit injection amount threshold value Q _min , (5) a fifth prohibition condition that the engine 10 is in a predetermined high-load operating state and boost pressure feedback control (air-based open loop control) is executed, (6) a sixth prohibition condition that there is a possibility of a monitoring state where the engine 10 will stop fuel injection immediately after start
  • the prohibition conditions (1) to (5) of the prohibition conditions are determined based on a prohibition determination map 120A.
  • the prohibition determination map 120A is a two-dimensional map that is referred to based on the engine rotation number Ne and the fuel injection amount Q (accelerator opening degree), and an upper limit rotation number threshold value line Ne _max_L , a lower limit rotation number threshold value line Ne _min_L , an upper limit injection amount threshold value line Q _max_L , and a lower limit injection amount threshold value line Q _min_L , which are acquired in advance by a test and the like, are set as fixed values (constant values).
  • a boost pressure feedback control line FB _max_L is set in the prohibition determination map 120A, and in a region where the fuel injection amount Q is higher than the boost pressure feedback control line FB _max_L , boost pressure feedback control of controlling an opening degree of the variable capacity-type supercharger 20 in a feedback manner based on a sensor value of the boost pressure sensor 46 is executed.
  • the NOx purge prohibition processing unit 120 is configured to determine whether or not to execute the boost pressure feedback control based on the boost pressure feedback control line FB _max_L .
  • the prohibition condition (6) is determined based on a change in fuel injection amount of the in-cylinder injector 11 when the start condition of the NOx purge is fulfilled.
  • the prohibition condition (7) is determined based on the maximum limit injection amount Q exh_max of the exhaust injector 34 stored in advance in the ECU 50.
  • the prohibition condition (8) is determined based on the catalyst temperature Temp _LNT estimated by the catalyst temperature estimation unit 115.
  • the NOx purge prohibition processing unit 120 is configured to identify a type of the NOx purge of which the start condition has been fulfilled, based on the identification flag (F TYPE ) input from the NOx purge start processing unit 110.
  • the NOx purge prohibition processing unit is configured to select a prohibition condition that is applied in correspondence to the identified type of the NOx purge. For example, in the case of the first start condition based on an operation signal from the forced rich switch, all of the first to eighth prohibition conditions are set as applying targets. In the case of the second start condition based on the NOx occlusion amount of the NOx-occlusion-reduction-type catalyst 32, the fourth prohibition condition is not applied during the execution of the NOx purge.
  • the fourth prohibition condition is not applied during the execution of the NOx purge. Also, in the case of the seventh start condition based on the continuing low-temperature state of the NOx-occlusion-reduction-type catalyst 32, the eighth prohibition condition is not applied. Also, during the execution of the NOx purge based on the seventh start condition, the fourth prohibition condition is not applied.
  • the NOx purge lean control unit 130 executes NOx purge lean control of lowering an air excess ratio from a value (for example, about 1.5) upon normal operation to a first target air excess ratio (for example, about 1.3) closer to a lean side than a theoretical air-fuel ratio equivalent value (about 1.0).
  • a value for example, about 1.5
  • a first target air excess ratio for example, about 1.3
  • FIG. 6 is a block diagram depicting setting processing of an MAF target value MAF NPL_Trgt upon NOx purge lean control.
  • a first target air excess ratio setting map 131 is a map that is referred to based on an engine rotation number Ne and an accelerator opening degree Q, and an air excess ratio target value ⁇ NPL_Trgt (first target air excess ratio) upon NOx purge lean control corresponding to the engine rotation number Ne and the accelerator opening degree Q is set in advance by a test and the like.
  • the air excess ratio target value X NPL_Trgt upon NOx purge lean control is read from the first target air excess ratio setting map 131, in response to the engine rotation number Ne and the accelerator opening degree Q, which are input signals, and is then input to an MAF target value calculation unit 132. Also, the MAF target value calculation unit 132 calculates an MAF target value MAF NPL_Trgt upon NOx purge lean control, based on an equation (1).
  • MAF NPL_Trgt ⁇ NPL_Trgt ⁇ Q fnl_corrd ⁇ Ro Fuel ⁇ AFR sto / Maf _ corr
  • Q fnl_corrd indicates a learning-corrected fuel injection amount (the post injection is excluded), which will be described later
  • Ro Fuel indicates a fuel specific gravity
  • AFR sto indicates a theoretical air-fuel ratio
  • Maf _corr indicates an MAF correction coefficient which will be described later.
  • the MAF target value MAF NPL_Trgt calculated by the MAF target value calculation unit 132 is input to a ramp processing unit 133 when the NOx purge flag F NP becomes on (refer to time t 1 in FIG. 3 ).
  • the ramp processing unit 133 is configured to read a ramp coefficient from each of ramp coefficient maps 133A, 133B, in response to the engine rotation number Ne and the accelerator opening degree Q, which are input signals, and to input an MAF target ramp value MAF NPL_Trgt_Ramp to which the ramp coefficient is added to a valve control unit 134.
  • the valve control unit 134 is configured to execute feedback control of narrowing the intake air throttle valve 16 towards a close side and widening the EGR valve 24 towards an open side so that an actual MAF value MAF Act input from the MAF sensor 40 becomes the MAF target ramp value MAF NPL_Trgt_Ramp .
  • the MAF target value MAF NPL_Trgt is set based on the air excess ratio target value ⁇ NPL_Trgt , which is read from the first target air excess ratio setting map 131, and the fuel injection amount of each injector 11, and an air-based operation is controlled in the feedback manner based on the MAF target value MAF NPL_Trgt .
  • the fuel injection amount Q fnl_corrd after the learning correction is used as the fuel injection amount of each injector 11, so that it is possible to set the MAF target value MAF NPL_Trgt in the feed-forward control manner. Therefore, it is possible to effectively exclude influences such as aging degradation and characteristic change of each injector 11.
  • the ramp coefficient which is set in correspondence to the operating state of the engine 10, is added to the MAF target value MAF NPL_Trgt , so that it is possible to effectively prevent accident fire of the engine 10 due to a rapid change in the intake air amount, deterioration of drivability due to torque variation, and the like.
  • the NOx purge rich control unit 140 executes NOx purge rich control of lowering the air excess ratio from the first target air excess ratio to a second target air excess ratio (for example, about 0.9) of a rich side.
  • a second target air excess ratio for example, about 0.9
  • FIG. 7 is a block diagram depicting setting processing of a target injection amount Q NPR_Trgt (injection amount per unit time) of the exhaust pipe injection or the post injection, in the NOx purge rich control.
  • a second target air excess ratio setting map 145 is a map that is referred to based on the engine rotation number Ne and the accelerator opening degree Q, and an air excess ratio target value ⁇ NPR_Trgt (second target air excess ratio) upon NOx purge rich control corresponding to the engine rotation number Ne and the accelerator opening degree Q is set in advance by a test and the like.
  • the air excess ratio target value ⁇ NPR_Trgt upon NOx purge rich control is read from the second target air excess ratio setting map 145, in response to the engine rotation number Ne and the accelerator opening degree Q, which are input signals, and is then input to an injection amount target value calculation unit 146. Also, the injection amount target value calculation unit 146 calculates a target injection amount Q NPR_Trgt upon NOx purge rich control, based on an equation (2).
  • Q NPR_Trgt MAF NPL_Trgt ⁇ Maf _corr / ⁇ NPR_Trgt ⁇ Ro Fuel ⁇ AFR sto ⁇ Q fnl_corrd
  • MAF NPL_Trgt is a NOx purge lean MAF target value and is input from the MAF target value calculation unit 132.
  • Q fnl_corrd indicates a learning-corrected fuel injection amount (the post injection is excluded) before MAF follow-up control (which will be described later) is applied
  • Ro Fuel indicates a fuel specific gravity
  • AFR sto indicates a theoretical air-fuel ratio
  • Maf _corr indicates an MAF correction coefficient (which will be described later).
  • the injection amount target value calculation unit 146 sets a unit injection time period and an interval between the unit injection by referring to a unit injection time map 147 and a continuous injection interval map 148.
  • the target injection amount Q NPR_Trgt calculated by the injection amount target value calculation unit 146 is transmitted to the exhaust pipe injection device 33 or each injector 11, as an injection instruction signal (time t 1 in FIG. 3 ).
  • the normal NOx purge rich control is executed at the first start condition (forced rich switch), the fifth start condition (idling) and the sixth start condition (the high-rotation load of the engine 10) of the start conditions. For this reason, the injection instruction signal is continued until the NOx purge flag F NP becomes off (time t 3 in FIG. 3 ) by ending determination of the NOx purge rich control.
  • NOx purge continuous rich control based on the unit injection time period and the interval acquired from the unit injection time map 147 and the continuous injection interval map 148 is performed at the second start condition (increase in NOx occlusion amount), the third start condition (decrease in NOx conversion efficiency) and the seventh start condition (the low-temperature state of the catalyst).
  • the NOx purge rich control of the fourth start condition the optimal condition
  • the NOx purge rich control based on the start conditions will be described later.
  • the target injection amount Q NPR_Trgt is set based on the air excess ratio target value ⁇ NPR_Trgt , which is read from the second target air excess ratio setting map 145, and the fuel injection amount of each injector 11.
  • the fuel injection amount Q fnl_corrd after the learning correction is used as the fuel injection amount of each injector 11, so that it is possible to set the target injection amount Q NPR_Trgt in the feed-forward control manner. Therefore, it is possible to effectively exclude influences such as aging degradation and characteristic change of each injector 11.
  • FIG. 8 depicts the NOx purge rich control that is executed at the second start condition (increase in NOx occlusion amount).
  • the NOx occlusion amount (estimated NOx occlusion amount value m _Nox ) estimated by the NOx occlusion amount estimation unit 113 is set equal to or greater than the NOx occlusion amount threshold value STR _thr_NOx .
  • the catalyst temperature estimated by the catalyst temperature estimation unit 115 is set equal to or higher than a catalyst temperature threshold value Temp _cat_std determined based on a standard catalyst activation temperature.
  • the fuel injection amount based on the accelerator operation is set equal to or greater than the injection amount threshold value Q _thr_std , and the fuel injection amount is stable (the fuel injection amount is varied within a predetermined threshold value range). Also, the interval that is measured by the timer 112 is equal to or greater than an interval target value corrected by the interval target value correction unit 119. Based on the above values, the NOx purge start processing unit 110 determines that the second start condition has been fulfilled, and the NOx purge rich control unit 140 (first NOx purge control means) executes the NOx purge rich control corresponding to the second start condition.
  • the NOx purge rich control unit 140 executes continuous rich injection of putting the exhaust in the rich state by repetitively performing fuel injection control of at least one of the post injection and the exhaust pipe injection with a predetermined interval.
  • the fuel injection is controlled based on the unit injection time period acquired from the unit injection time map 147 and the interval acquired from the continuous injection interval map 148.
  • a predetermined amount of fuel injection (unit injection) is repetitively performed four times.
  • the number of repetition times of the unit injection is determined based on the estimated NOx occlusion amount value m _NOx estimated by the NOx occlusion amount estimation unit 113 (NOx occlusion amount estimation means) and the target injection amount Q NPR_Trgt calculated by the injection amount target value calculation unit 146.
  • one time injection is added, in addition to the number of injection times required to reduce and purify the estimated occlusion amount of NOx with the target injection amount Q NPR_Trgt of fuel.
  • the target injection amount Q NPR_Trgt of fuel is repetitively injected four times. The reason to increase the number of injection times is that since the NOx occlusion amount is an estimated value, it may include an error, so that when the number of injection times is increased, it is possible to reliably reduce and purify the occluded NOx.
  • the number of injection times to be added is not limited to one time and any number of injection times may be added. That is, in the unit injection control of the fuel, the number of injection times greater than the number of injection times required to reduce and purify NOx of the NOx occlusion amount estimated by the NOx occlusion amount estimation unit 113 is preferably performed.
  • next unit injection control is performed during the temperature rising of the NOx-occlusion-reduction-type catalyst 32 by the unit injection control previously performed.
  • each of the intervals ⁇ Int _1 to ⁇ Int _3 is determined in correspondence to elapsed time from the start (time t 1 ) of the continuous rich injection.
  • the interval ⁇ Int _1 between first and second unit injection controls is set longer than the interval ⁇ Int _2 between second and third unit injection controls.
  • the interval ⁇ Int _3 between third and fourth unit injection controls is set shorter than the interval ⁇ Int _2 .
  • the reason is that although the temperature of the NOx-occlusion-reduction-type catalyst 32 is increased by the unit injection control, the temperature rising rate becomes higher as the elapsed time from the start of the continuous rich injection becomes longer.
  • the intervals ⁇ Int _1 to ⁇ Int _3 are set in correspondence to the temperature rising rate, so that the temperature rising by next unit injection control starts at timing at which the temperature is sufficiently increased by previous unit injection control. Therefore, it is possible to efficiently increase the temperature of the NOx-occlusion-reduction-type catalyst 32, so that it is possible to increase the reduction efficiency of NOx.
  • the air excess ratio target value ⁇ NPR_Trgt (second target air excess ratio) is preferably changeable over time. That is, the air excess ratio is preferably set to be close to the final target value of the second target air excess ratio from the first target air excess ratio-side, in correspondence to the number of execution times of the unit injection of fuel.
  • the continuous rich control is executed by the second start condition of the state where the NOx occlusion amount is increased, it is possible to increase the reduction efficiency of NOx.
  • the intervals ⁇ Int _1 to ⁇ Int _3 of the unit injection controls are set so that next unit injection control is performed during the temperature rising of the NOx-occlusion-reduction-type catalyst 32 by the unit injection control previously performed, it is possible to efficiently increase the temperature of the NOx-occlusion-reduction-type catalyst 32 in a short time.
  • the interval ⁇ Int _1 is set longer than the interval ⁇ Int _2 , it is possible to execute the second unit injection control and thereafter, in conformity to the temperature rising of the catalyst.
  • the NOx purge rich control is performed at the second start condition, on condition that the time equal to or greater than the interval target value corrected by the interval target value correction unit 119 has elapsed from the ending of the NOx purge rich control previously performed. Therefore, it is possible to secure the execution interval necessary for the NOx purge rich control, so that it is possible to suppress the useless fuel consumption. Also, since the NOx purge rich control is performed at the state where the fuel injection amount based on the accelerator operation is stable, it is possible to accurately adjust the air excess ratio towards the target value.
  • the NOx purge rich control corresponding to the second start condition has been described, the NOx purge rich control corresponding to the third start condition is also the same. Therefore, the detailed description thereof is omitted.
  • FIG. 9 depicts the NOx purge rich control that is executed at the fourth start condition (optimal condition).
  • the NOx occlusion amount (estimated NOx occlusion amount value m _Nox ) estimated by the NOx occlusion amount estimation unit 113 is set smaller than the NOx occlusion amount threshold value STR _thr_NOx .
  • the catalyst temperature estimated by the catalyst temperature estimation unit 115 is set equal to or greater than a catalyst temperature threshold value Temp _cat_Hi determined based on a favorable catalyst activation temperature.
  • the catalyst temperature threshold value Temp _cat_Hi is a temperature higher than the catalyst temperature threshold value Temp _cat_std determined based on the standard catalyst activation temperature, and is determined to be in a temperature range in which the reduction and conversion efficiency of NOx by the NOx-occlusion-reduction-type catalyst 32 is further higher.
  • the fuel injection amount based on the accelerator operation is set equal to or greater than the injection amount threshold value Q _thr_std , and the fuel injection amount is stable (the fuel injection amount is varied within a predetermined threshold value range).
  • the interval that is measured by the timer 112 is set equal to or greater than the interval target value corrected by the interval target value correction unit 119.
  • the NOx purge start processing unit 110 determines that the fourth start condition has been fulfilled, and the NOx purge rich control unit 140 executes the NOx purge rich control corresponding to the fourth start condition (from time t 1 to time t 2 ).
  • the NOx purge rich control unit 140 executes the fuel injection control of at least one of the post injection and the exhaust pipe injection with a lowest injection amount in the fuel injection control or a lowest amount required so as to reduce and purify NOx of the occlusion amount estimated by the NOx occlusion amount estimation unit 113.
  • a smaller amount of fuel than the injection amounts, which are injected by the NOx purge rich controls based on the other start conditions, is injected because the NOx occlusion amount estimated by the NOx occlusion amount estimation unit 113 is set smaller than the NOx occlusion amount threshold value STR _thr_NOx .
  • the catalyst temperature is equal to or higher than the catalyst temperature threshold value Temp _cat_Hi , the catalyst activation of the NOx-occlusion-reduction-type catalyst 32 is sufficiently high. For this reason, even when the smaller amount of fuel is injected, it is possible to efficiently reduce and purify the occluded NOx.
  • the NOx purge rich control unit 140 is configured to execute the NOx purge rich control at the fourth start condition, on condition that the time equal to or greater than the interval target value corrected by the interval target value correction unit 119 has elapsed from the ending of the NOx purge rich control previously performed.
  • FIG. 10 depicts the NOx purge rich control that is executed at the seventh start condition (the low-temperature state of the catalyst).
  • the NOx occlusion amount (estimated NOx occlusion amount value m _Nox ) estimated by the NOx occlusion amount estimation unit 113 is set equal to or greater than the NOx occlusion amount threshold value STR _thr_NOx .
  • the catalyst temperature estimated by the catalyst temperature estimation unit 115 is lower than a catalyst temperature threshold value Temp _cat_Lo , it is within a range of a predetermined threshold value range ⁇ Temp from the catalyst temperature threshold value Temp _cat_Lo .
  • the catalyst temperature threshold value Temp _cat_Lo is a temperature lower than the catalyst temperature threshold value Temp _cat_std determined based on the standard catalyst activation temperature, and is set to be in a temperature range of a useable lower limit although the reduction and conversion efficiency of NOx by the NOx-occlusion-reduction-type catalyst 32 is not high in the temperature range.
  • the threshold value range ⁇ Temp is set to be in a temperature range in which the temperature of the NOx-occlusion-reduction-type catalyst 32 can easily surpass the catalyst temperature threshold value Temp _cat_Lo due to the increase in the exhaust temperature resulting from the accelerator operation.
  • the catalyst entry temperature (the exhaust temperature of the exhaust introduced into the NOx-occlusion-reduction-type catalyst 32) detected by the first exhaust temperature sensor 43 reaches a catalyst temperature threshold value Temp _thr_DOC at time t 2 .
  • the fuel injection amount based on the accelerator operation is equal to or greater than the injection amount threshold value Q _thr_std , and the fuel injection amount is stable (the fuel injection amount is varied within a predetermined threshold value range).
  • the interval that is measured by the timer 112 is equal to or greater than the interval target value corrected by the interval target value correction unit 119.
  • the NOx purge start processing unit 110 determines that the seventh start condition has been fulfilled, and the NOx purge rich control unit 140 (second NOx purge control means) executes the NOx purge rich control corresponding to the seventh start condition (from time t 2 to time t 5 ).
  • the NOx purge rich control unit 140 executes the continuous rich injection, like the NOx purge rich control that is executed at the second start condition. Also in this continuous rich injection, the fuel injection is controlled based on the unit injection time period acquired from the unit injection time map 147 and the unit injection time period and interval acquired from the continuous injection interval map 148.
  • a predetermined amount of fuel injection (unit injection) is repetitively performed two times.
  • the number of repetition times of the unit injection is determined depending on an increase degree of the catalyst entry temperature. For example, when the temperature of the NOx-occlusion-reduction-type catalyst 32 highly surpasses the catalyst temperature threshold value Temp _cat_Lo due to the increase in catalyst entry temperature resulting from the accelerator operation, the number of injection times is increased, and when it slightly surpasses the catalyst temperature threshold value Temp _cat_Lo , the number of injection times is decreased. Therefore, the number of times of the unit injection is at least one time.
  • the NOx purge rich control can be performed at that moment.
  • the MAF follow-up control unit 80 is configured to execute control (MAF follow-up control) of correcting a fuel injection timing and a fuel injection amount of each injector 11 in correspondence to MAF change (1) for a switching time period from a lean state of normal operation to a rich state by the NOx purge control and (2) for a switching time period from the rich state by the NOx purge control to the lean state of normal operation.
  • control MAF follow-up control
  • the injection amount learning correction unit 300 includes a learning correction coefficient calculation unit 310 and an injection amount correction unit 320.
  • the learning correction coefficient calculation unit 310 is configured to calculate a learning correction coefficient F Corr of the fuel injection amount, based on an error ⁇ between an actual lambda value ⁇ Act , which is detected by the NOx/lambda sensor 45 upon lean operation of the engine 10, and an estimated lambda value ⁇ Est .
  • an HC concentration in the exhaust is very small, so that a change in exhaust lambda value due to an oxidation reaction of HC in the oxidation catalyst 31 is negligibly small.
  • step S300 it is determined whether the engine 10 is in a lean operating state, based on the engine rotation number Ne and the accelerator opening degree Q.
  • the learning correction coefficient calculation unit proceeds to step S310 so as to start learning correction coefficient calculation.
  • the estimated lambda value ⁇ Est is estimated and calculated from the operating state of the engine 10 corresponding to the engine rotation number Ne and the accelerator opening degree Q.
  • the correction sensitivity coefficient K 2 is read from a correction sensitivity coefficient map 310A shown in FIG. 10 , in response to the actual lambda value ⁇ Act detected at the NOx/lambda sensor 45, which is an input signal.
  • step S320 it is determined whether an absolute value
  • the control returns and this learning is stopped.
  • step S330 it is determined whether a learning prohibition flag F Pro is off.
  • the determination as to whether the engine 10 is in the transient operation based on a temporal change amount of the actual lambda value ⁇ Act detected at the NOx/lambda sensor 45, when the temporal change amount is greater than a predetermined threshold value, it may be determined that the engine is in the transient operation.
  • a learning value map 310B (refer to FIG. 10 ), which is referred to based on the engine rotation number Ne and the accelerator opening degree Q, is updated to the learning value F CorrAdpt calculated in step S310. More specifically, in the learning value map 310B, a plurality of learning regions divided in correspondence to the engine rotation number Ne and the accelerator opening degree Q is set. The learning regions are preferably set to be narrower as use frequencies thereof are higher and to be wider as use frequencies thereof are lower. Thereby, the learning accuracy is improved in the region of which use frequency is high and it is possible to effectively prevent the non-learning in the region of which use frequency is low.
  • the learning correction coefficient F Corr is input to the injection amount correction unit 320 shown in FIG. 11 .
  • the injection amount correction unit 320 multiplies respective basic injection amounts of pilot injection Q Pilot , pre-injection Q Pre , main injection Q Main , after-injection Q After and post injection Q Post by the learning correction coefficient F Corr , thereby correcting the fuel injection amounts.
  • the fuel injection amount to each injector 11 is corrected by the learning value corresponding to the error ⁇ between the estimated lambda value ⁇ Est and the actual lambda value ⁇ Act , so that it is possible to effectively exclude the non-uniformity such as aging degradation, characteristic change, individual difference and the like of each injector 11.
  • the MAF correction coefficient calculation unit 400 is configured to calculate an MAF correction coefficient Maf _corr , which is used for the setting of the MAF target value MAF NPL_Trgt and the target injection amount Q NPR_Trgt upon the NOx purge control.
  • the fuel injection amount of each injector 11 is corrected based on the error ⁇ between the actual lambda value ⁇ Act detected at the NOx/lambda sensor 45 and the estimated lambda value ⁇ Est .
  • the lambda is a ratio of air and fuel, it cannot be said that the error ⁇ is necessarily caused due to the difference between the instructed injection amount to each injector 11 and the actual injection amount. That is, the error ⁇ of the lambda may be influenced not only by each injector 11 but also an error of the MAF sensor 40.
  • FIG. 13 is a block diagram depicting setting processing of the MAF correction coefficient Maf _corr , which is performed by the MAF correction coefficient calculation unit 400.
  • a correction coefficient setting map 410 is a map that is referred to based on the engine rotation number Ne and the accelerator opening degree Q, and an MAF correction coefficient Maf _corr indicative of a sensor characteristic of the MAF sensor 40 corresponding to the engine rotation number Ne and the accelerator opening degree Q is set in advance by a test and the like.
  • the MAF correction coefficient calculation unit 400 is configured to read the MAF correction coefficient Maf _corr from the correction coefficient setting map 410, in response to the engine rotation number Ne and the accelerator opening degree Q, which are input signals, and to transmit the MAF correction coefficient Maf _corr to the MAF target value calculation unit 132 and the injection amount target value calculation unit 146. Thereby, it is possible to effectively reflect the sensor characteristics of the MAF sensor 40 when setting the MAF target value MAF NPL_Trgt and the target injection amount Q NPR_Trgt upon the NOx purge control.
  • the present invention is not limited to the above embodiment and can be implemented with being appropriately modified without departing from the gist of the present invention.
  • the exhaust purification system of the present invention is useful in that it is possible to reliably reduce and purify NOx occluded in the NOx-occlusion-reduction-type catalyst.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Environmental & Geological Engineering (AREA)
  • Biomedical Technology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
EP16765079.5A 2015-03-18 2016-03-17 Abgasreinigungssystem Active EP3273023B1 (de)

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GB2550422B (en) * 2016-05-20 2019-12-04 Caterpillar Inc Method of controlling operation of an exhaust gas treatment apparatus
JP2019132168A (ja) * 2018-01-30 2019-08-08 トヨタ自動車株式会社 内燃機関の排気浄化装置
JP7024470B2 (ja) * 2018-02-06 2022-02-24 マツダ株式会社 エンジンの制御装置
JP7040432B2 (ja) * 2018-12-10 2022-03-23 株式会社デンソー 制御装置
FR3107085A1 (fr) * 2020-02-06 2021-08-13 Vitesco Technologies Purge d’oxygène dans un catalyseur d’échappement de véhicule automobile à la reprise d’injection

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CA2235734C (en) * 1995-11-17 2002-02-19 Yukio Kinugasa Method and device for purifying exhaust gas of engine
US6487851B1 (en) * 1999-04-06 2002-12-03 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device of internal combustion engine
CN100453776C (zh) * 2002-02-12 2009-01-21 五十铃自动车株式会社 废气净化系统和废气净化方法
JP3849553B2 (ja) 2002-03-15 2006-11-22 トヨタ自動車株式会社 内燃機関の排気浄化装置
KR20060012642A (ko) * 2003-05-22 2006-02-08 히노 지도샤 가부시키가이샤 배기정화장치
DE602005015897D1 (de) * 2004-12-08 2009-09-17 Hino Motors Ltd Abgasemissionsvorrichtung
JP3821154B1 (ja) * 2005-03-16 2006-09-13 いすゞ自動車株式会社 排気ガス浄化方法及び排気ガス浄化システム
JP4462107B2 (ja) * 2005-05-19 2010-05-12 トヨタ自動車株式会社 内燃機関の排気浄化装置
JP4677837B2 (ja) 2005-07-08 2011-04-27 いすゞ自動車株式会社 排気ガス浄化システムの再生制御方法及び排気ガス浄化システム
JP2007154771A (ja) * 2005-12-06 2007-06-21 Mitsubishi Fuso Truck & Bus Corp 排気浄化装置
JP4613894B2 (ja) * 2006-08-02 2011-01-19 株式会社デンソー 内燃機関用排気浄化装置
JP2008202425A (ja) 2007-02-16 2008-09-04 Mitsubishi Motors Corp 排ガス浄化装置
JP4905415B2 (ja) * 2007-11-13 2012-03-28 トヨタ自動車株式会社 内燃機関の排気浄化システム
WO2013161062A1 (ja) * 2012-04-27 2013-10-31 トヨタ自動車株式会社 内燃機関の制御装置
CN104105852B (zh) * 2013-02-05 2016-03-09 丰田自动车株式会社 内燃机的排气净化装置
WO2014178110A1 (ja) * 2013-04-30 2014-11-06 トヨタ自動車株式会社 内燃機関の排気浄化装置
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EP3273023B1 (de) 2020-08-05
US10052587B2 (en) 2018-08-21
CN107407179A (zh) 2017-11-28
US20180111087A1 (en) 2018-04-26
WO2016148250A1 (ja) 2016-09-22
CN107407179B (zh) 2020-02-18
JP2016173092A (ja) 2016-09-29
EP3273023A4 (de) 2018-10-10

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